Analysis Watertight Integrity of Hatch and Deck Scuttles The flush deck scuttles of the lazarette and of the port fish hold were missing and the main hatch of the fish holds was not in place when the vessel was recovered. The deck scuttles were lost, indicating that they had not been secured. Although required by regulations, the deck scuttle cover was neither hinged nor secured by a chain to the vessel's structure. The sudden heeling and the action of sea water swamping the vessel's deck would have dislodged them from the hatch coamings, allowing the ingress of water. The resultant downflooding of the lazarette and of the fish hold would have increased the heel and hastened the capsizing. Reduction of Transverse Stability The free surface effect of a liquid's movement within a ship raises its virtual centre of gravity and consequently reduces the transverse metacentric height. Since metacentric height is an indicator of a ship's initial transverse stability, the elimination or reduction of free surface is essential in maintaining a vessel's stability. The initial free surface effect was created when the fish holds were partially filled with ballast water prior to the vessel's departure. This caused the vessel's starboard list to progressively increase as more seawater downflooded through the unsecured deck scuttle and hatch cover. Unless the fish holds were maintained full to the underside of the hatch cover, or remained totally empty, the vessel would be subjected to the dangerous movement of ballast water. Post-occurrence calculations based on a cargo of 15totes on deck (a conservative load of 9,000pounds) in conjunction with the concurrent free surface effects of the partially ballasted forward port and starboard fish holds, with half full oil fuel and fresh water tanks, show that the vessel's transverse initial and dynamic stability characteristics were markedly reduced below the regulatory minimum dynamic stability criteria. The vessel's watertight integrity was compromised by unsecured hatch covers and scuppers on the main deck. The accumulation of these detrimental effects placed the LoriCathlynn in a highly vulnerable condition. Impact of Roll-Dampening Paravanes Roll-dampening paravanes were fitted to the LoriCathlynn on port and starboard outriggers attached to the bulwarks. The paravanes were in use at the time of the occurrence. Post-occurrence inspection of the vessel showed that the cable to the starboard paravane stabilizer was ruptured at the eyelet's extremity. The paravane could not be found on the vessel. It could not be ascertained if it was lost at the time of the occurrence or while towing the upturned vessel the following day. Figure 2. Typical arrangement of roll-dampening paravanes and the forces produced by a paravane. When both paravanes are deployed, they are lowered into the water - port and starboard - from the extended outriggers. When dragged through the water, each paravane exerts a downward force by the diving effect of its fin. This balanced downward pulling force at the end of each outrigger makes the moving vessel more resistant to heeling forces, and dampens roll (seeFigure2). The use of roll-dampening paravanes is not without risk. The safe functioning of the submerged delta-shape is largely dependent on the towing speed and on their complementary operation - to port and starboard - such that the righting moment caused by the downward force generated on one side is synchronized with the upward roll of the vessel on that same side. If the port and starboard synchronization is disturbed or lost, an athwartships moment can be applied to the vessel when she is rolling toward the paravane generating the most downward force, and the vessel's roll may actually be increased on that side. The synchronous and complementary operation would be significantly disturbed if one paravane became fouled on an obstruction. In addition, the skipper's action of steering to port when the vessel was heeling to starboard would have unfortunately affected the heeling to starboard. The free surface effect of the liquids in the two partially filled fish tanks reduced the vessel's transverse stability prior to departure. On the return voyage the vessel had a deck load of 15 totes of herring spawn on kelp on deck and oil fuel and fresh water tanks were slack, markedly reducing the vessel's transverse stability. There is no record of the quantities of liquids carried on board before the capsizing. The roll-dampening paravanes were being used at the time of the occurrence. A combination of the dynamic heeling effect of the paravane on the starboard side, free surface effects of the liquids and a load of herring spawn on deck reduced the vessel's righting ability, causing it to roll to starboard and to heel rapidly. The vessel's watertight integrity was compromised by unsecured hatch covers and scuttles on the main deck allowing downflooding to take place. The deck scuttle covers were neither hinged nor secured by a chain to the vessel's structure.Findings as to Causes and Contributing Factors The free surface effect of the liquids in the two partially filled fish tanks reduced the vessel's transverse stability prior to departure. On the return voyage the vessel had a deck load of 15 totes of herring spawn on kelp on deck and oil fuel and fresh water tanks were slack, markedly reducing the vessel's transverse stability. There is no record of the quantities of liquids carried on board before the capsizing. The roll-dampening paravanes were being used at the time of the occurrence. A combination of the dynamic heeling effect of the paravane on the starboard side, free surface effects of the liquids and a load of herring spawn on deck reduced the vessel's righting ability, causing it to roll to starboard and to heel rapidly. The vessel's watertight integrity was compromised by unsecured hatch covers and scuttles on the main deck allowing downflooding to take place. The deck scuttle covers were neither hinged nor secured by a chain to the vessel's structure. The Small Fishing Vessel Regulations do not provide guidance for the safe design, installation and operation of roll-dampening paravanes. The crew had to abandon the rapidly capsizing vessel without personal life-saving appliances. Although required by TCMS, neither an aluminum skiff nor a life raft were on board the vessel. The master was able to send a distress call and all on board were rescued by a nearby vessel. The skipper was not required to hold a Transport Canada certificate to command a fishing vessel of this size and type. There is no current requirement in Canada for the crew of a small fishing vessel of under 100 GRT to undergo any training, including MED courses. The stability of small Canadian fishing vessels is not subject to detailed regulatory analysis or approval, unless the vessel is employed in catching herring or capelin.Other Findings The Small Fishing Vessel Regulations do not provide guidance for the safe design, installation and operation of roll-dampening paravanes. The crew had to abandon the rapidly capsizing vessel without personal life-saving appliances. Although required by TCMS, neither an aluminum skiff nor a life raft were on board the vessel. The master was able to send a distress call and all on board were rescued by a nearby vessel. The skipper was not required to hold a Transport Canada certificate to command a fishing vessel of this size and type. There is no current requirement in Canada for the crew of a small fishing vessel of under 100 GRT to undergo any training, including MED courses. The stability of small Canadian fishing vessels is not subject to detailed regulatory analysis or approval, unless the vessel is employed in catching herring or capelin. Safety Action Action Taken Following this occurrence, the TSB forwarded Marine Safety Information (MSI #004/00) to Transport Canada, Marine Safety (TCMS), concerning the shortcomings in stability characteristics of the LoriCathlynn. In response, TCMS indicated that they have re-inspected the vessel and carried out a roll test. The vessel is presently back in operation with the following conditions limiting its operation: the forward fish hold centerline bulkhead's extension to be in place at all times except when the net is stored in the hold, and free surface effects to be reduced to a minimum (hold full /empty) when carrying tote boxes on deck (herring spawn on kelp ), and a minimum freeboard of 0.46metre (18inches) to be maintained in the fully loaded condition. Furthermore, TCMS indicated that they will issue a Ship Safety Bulletin, making recommendations respecting the improper loading encountered in this occurrence.